Automatic governor.



No. 638,0!6. Patented Nov. 28, I899.

' o. HUGHES.

AUTOMATIC GOVERNOR.

(Application filed Oct. 18, 1898.) (No Model.) 4 Sheets-Sheet l.

m: Monms PEYERS 00., PHOTO-LITHQ. WASHINGYON. n. c.

No. 638,0l6. Patented Nov 28, I899.

0. HUGHES.

AUTOIQTIC GOVERNOR. (Application filad Oct. 18, 1898) (No Model.) 4 Sheets-Si1eet 2.

' I :61 In I L 1 J7 w No. 638,0l6. Patented Nov. 28, I899. 0. HUGHES.

AUTOMATIC aovammn.

\Application filed Oct. 18, 1898.)

(No Model.)

4 Sheets-8heat 3 311 untoz Cglt" N0. 638,0!6. Patented Nov. 28, I899. O. HUGHES.

AUTOMATIC GOVERNOR.

(Application filed Oct. 18, 189B.)

(No Model.) 4 SheetsSheet 4.

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UNITED STATES PATENT OFFICE.

OTTIS HUGHES, OF INDIANAPOLIS, INDIANA.

AUTOMATIC GOVERNOR.

swimsuits forming part of Letters Patent No. 638,016, dated November 28, 1899.

Application filed October 18, 1898. Serial No. 693,892. (110 model.)

To all whom it may concern:

Be itknown thatI, OTTIS HUGHES, a citizen of the United States, residing at Indianapolis, in the county of Marion and State oflndiana, have invented new and useful Improvements in Automatic Governors, of which the following is a specification.

My invention relates to certain new and' of the actuating fluid at certain portions of each revolution of the engine while rotating in eithera right-hand or a left-hand direction.

I attain these objects by means of the auto matic governing mechanism illustrated in the accompanying drawings, in which, similar letters and numerals of reference designating like parts throughout the several views- Figure 1 is a longitudinal broken sectional view of my type of rotary engine, taken through the line A B (see Figs. 2, 3, 4:,and 5) and showing the automatic governing mechanism applied thereto. Fig. 2 is an end sectionalelevational view of the same, taken through the line 0 D (see Fig. 1) and showing the cut-off cam mechanism. Fig. 3 is a broken end view of the same, showing the starting-lever. Fig. l-is a detail sectional view of the governor-pulley, taken through the line E F (see Fig. 1) and showing the centrifugal weights of the governor. Fig. 5 is a detail end view of the shifting cone of the governor. Fig. 6 is a detail broken perspective view of a portion of the stem of one of the governor- Weights, showing the roller-bearing thereof; and Fig. 7is a detail view of the bearin g-roller of the governor-weight stem.

The main driving-shaft 1 of the engine is mountedin suitable cap-bearings 2, which are secured to the end cylinder-covers 3 by suitable bolts 4: and are adjusted to be in aline-l ment by the adj Listing-screws 5, screwed into the lugs 6, formed integral on the covers 3. The bearings 22 are provided with the packing-caps 7, which are firmly screwed on the necks 8, formed on said bearings. The cylinder-covers 3 are each accurately fitted and bolted to the cylinder 9, in which lattera suitable piston secured on the main or driving shaft 1 is adapted to rotate, as the piston 10, having the radial packing-blades 12, which piston and parts thereof taken as an entire organization may be of any suitable form of construction and adapted to be rotated by the act-ion of the actuating fluid admitted into the cylinder '9 to rotate the shaft 1. Suitable steam-ports a. and 19 (shown in dotted lines in Figs. 1 and 3) are opened and uncovered to a supply of steam or other actuating fluid bya rotary or plug valve 13, which is adapted to be rotated in the steam-chest 14, formed integral on the main cylinder 9 by means of the valve-stem 15, which passes through a suit able stuffing-box-lo', formed integral in the valve-chest cover 17, said stuffing-box provided with a suitable gland 18 and a gland cap-nut 19. The valve-stem 15 is supported at its outer end by the outer bearing 20, firmly bolted to the cylinder-cover 3, and on the projecting square end of said valve-stem 15 is mounted the starting-lever 21, which latter is provided with a catch-pin 22, operated by a suitable coil-spring 23 to move outwardly to cause its engaging coned end to engage suit able notches formed in the segmental portion 24: of the bearing 20. An exhaust-pipe 25 is screwed into the top of the steam-chest 14 or at any convenient point thereof to convey the exhaust fluid therefrom.

Iwill now proceed to describe the main features of this my invention, which consists in the construction and arrangement of the parts constituting the automatic speed-governing and fluid-supply cut-off mechanism, wherebythe rotative speed of the engine is not only controlled, but also the actuating-fluid supply is automatically and completely cut off or closed during certain portions of the revolution of the engine-piston, by means of which operation the actuating fluid, if an elastic fluid, operates the engine by its expansion, and thereby reduces the volume of the steam or other elastic fluid required to be used to produce a given amount of power, which latter is a much-desired feature, especially in the operation of rotary engines.

On one of the ends of the main shaft 1 is secured the governor-pulley 26, whichis preferably constructed with a disk center connecting its hub with its rim. A dished or hollow cone 27 is loosely mounted on the shaft 1 and is adapted to be moved or traversed longitudinally on said shaft and is held to turn therewith by the guide-pins 28, which are securely screwed into the face of the cylindrical orinner portion of said cone. Coilsprings 29 encircle the guide-pins 28 between the disk of the pulley26 and the heads of the pins 28 and are provided for the purpose of withdrawing said cone 26 from contact with the throttling mechanism, hereinafter described, and for retaining said cone 26 in normal position when not operated upon by the centrifugal governing mechanism. Govern orweight stems 30 project through the cylindrical portion of the said cone at certain intervals apart, (see Fig. 4,) and on their inner ends are formed journal-bearings 31, adapted to receive the journals 32 of the bearing-rollers 33. The outer reduced ends 34 of the governor-weight stems 30 are fitted to slide in the bushings 35, in which latter theyslide longitudinally. Governor-weights 36 of suitable heaviness are firmly and adjustably secured on said stems by the set-screws 87, and said weights move said stems longitudinally and outwardly against the counteracting or centripetal force exerted by the springs 29. Clutch-pins 38, one of which is shown in Fig. 1, are firmly screwed into the smaller face or I end of the cone 27 and are adapted to simulbracket 46.

taneouslyengage the drilled holes 39, formed in the double eccentric or cam 40. The double eccentric or cam 40 is practically the embodiment of two eccentrics having their eccentric portions opposite and is mounted loosely on the shaft 1 and held in position thereon by the fixed collars 41, which latter are suitably and securely made fast on said shaft on the opposite sides of said cam or double eccentric. On the face of the cam 40, or that face directed toward the cone 27, are formed the concentric grooves 42, which grooves connect each of the pairs of clutchpin holes 39, as illustrated in Fig. 2, and said grooves are provided for the purpose of guiding or directing the ends of the clutch-pins 38 toward and into said holes 39. The camroller 43 is journaled on the stud-pin 44,which is securely screwed into the bottom end of the guide-block 45,which latter is adapted to slide longitudinally and vertically in the guide- The guide-bracket 46 is securely bolted to the face of the cover 3 \by the bolts 46, and the said bracket is provided with the rectangular opening 47, through which the throttle-arm 48 projects, and such opening is of a sufficient length to permit the full and free movement of said arm 48 and; the guideblock 45, to which itis attached. The vertically -extending valve -stem 49, which is threaded at its bottom end and securely screwed into the top end of said guide-block 45, extends upwardly through a suitable stuffing-box 50 into the interior of the steam-chest 51, formed integral on the valve-chest cover 2, which latter is firmly bolted on the valvechest 14. A piston-valve 53 is either formed integral on or is firmly secured to the val vestem 49, and said valve 53 is either operated by the throttling mechanism to gradually reduce the supply of the actuating fluid to the steam-chest or said valve is operated to instantaneously cut off the said fluid directly by the cut-off mechanism, which fluid is supplied by the feed-pipe or supply-pipe 55, which latter is screwed into or otherwise connected to said steam-chest 14. These latter operations are accomplished by means of and through the automatic action of the throttling mechanism hereinafter setforth and the cutoff mechanism above described, whereby the valve 53 is caused to instantaneously and com pletely close said valve-seat opening 54 by means of the cam 40 operating to raise said valve its full extent. In this case the said valve is operated by the said cam 40 to close said valve twice in one revolution of said shaft 1 in order that steam may be shut ofi twice during one revolution to be used twice expansively, and the times of the closure of said valve 53 are determined by the number of operative blades 12 used in connection with the piston of the engine. In the present case there are two. Thus if three or more blades are used in connection with the piston 10 a corresponding number of times of cut-off shall have to be provided for, which is veryreadily accomplished by designing the cam 40 with eccentric portions corresponding in number to the number of reciprocations required to be performed by said valve. The throttling mechanism is composed of the cone-roller 56, having the journal 57, adapted to freely rotate in its bearings formed in the bottom end of the slide-bar 58. The slide-bar 58 is adapted to .slide longitudinally and vertically in its guide 59, which latter is formed integral on the face of the bracket 46, and said slide is bored centrally and longitudinally at its top end to receive the coil-sprin g 60, by which latter the slide-bar 58 is forced downwardly to cause the coned roller 56 to bear on the sliding or shifting cone 27. Aset-pin 61, having the lock-nut 62 by which said pin is locked in its adjusted position, is screwed into the arm 48 and has its downwardly-projecting end 63 adapted to fit into and freely slide in the top bore of the sliding bar 59 and bear against the coil-spring 60, the compression of which latteris adjusted by said set-screw 61. A suitable oil-passage is drilled centrally through said set-screw 61 and the slide-bar 59 and is provided for the purpose of supplying lubricant to the bearing 57 of the coneroller 56.

The following description of the operation of the mechanism will conduce to a clear understanding of the functions performed by the speed-governing and cut-oif mechanism of my governor. Steam or the actuating fluid is supplied from the source of supply by the steam-pipe 55 through the valve-seat 54 into the steamchest 14. The valve 13 is turned by means of the starting-lever 21 to admit steam to either the ports a or I), (see Fig. 3,) and said valve is retained in the position in which it is set by means of the catchpin 22 of the starting-lever 21. At first and while the velocity of rotation of the engine is low the supply of the steam to the valve 13 will be free and unobstructed; but imme-.

diately the velocity increases sufficiently to cause the centrifugal force of the governorweights 36 to overcome the counter-force of the centripetal or counter springs 29 the sliding cone 27 is forced away from the center of the pulley 26 along the shaft 1 toward the cam 40 till the clutch-pins 38 engage said cam, which when thus engaged rotates with said shaft and causes the sliding block 46 to ascend to cause the valve 53 to close in its seat 54, and thereby effectually shut o'lf the supply of steam till the next piston-blade 12 of the piston 10 has reached its position to receive steam, at which time said cam 40 has been rotated till its lower or flat portion is directed toward the roller 43, which position of the cam permits the said valve 53 to descend to admit steam, and thus the said valve is operated to cut 0% the steam during each revolution of the engine-shaft. The sliding cone 27 in its traversing movement toward the cam 40 operates to raise the contact cam-roller 56 and also the sliding bar 58, and the movement of the sliding cone 27 being gradual and in proportion to the increase or decrease of the velocity of rotation of the engine the movement of said valve 53 will also be gradual and the reduction of the inflow of steam through the valve by this mechanism will be similar in effect to that obtained by the use of the ordinary throttlinggovernor. The valve 53 therefore performs two functions, one to completely cut off the supply of the actuating fluid during certain portions of the revolution of the engine, the other to either partially or gradually cut off the supply of the incoming fluid or to throttle the steam. The spring 60 between the end journals 57 and the end 63 of the set-pin 61 is provided for the purpose of affording a yielding resistance of the valve 53 against the force of the infiowing steam when the sliding cone 27 has been traversed its full extent to raise the contact-roller 56 to close said valve 53 and to permit the said valve to open partially when released by the rotation of the said cam 40.

Having thus fully described this my invention, what I claim as new and useful, and desire to cover by Letters Patent of the United States therefor, is-

1. In an automatic governor, the combination with a rotative shaft, a pulley fixed on said shaft, a traversing cone having its interior closed end coned, opposing rollers between and contacting with the interior face of said cone and said pulley, a stem extending from said pairs of rollers to the exterior of said sliding cone, governor-weights on-said stem and a suitable centripetal spring, of a valve, a valve-stem and a contact-roller connected to said valve-stem and adapted to contact with said sliding cone to operate said valve to gradually close.

2. In an automatic governor, the combina= tion with a rotative shaft, a sliding or travers ing cone on said shaft, and suitable centrifugal weights and their centripetal springs whereby said cone is traversed, of a valve, its stem, a guide-block, a slide-bar, a spring between said guide-block and said slide-bar, means for adj usting the tension of said spring, and a contact-roller adapted to contact said roller to operate said valve to gradually close;

3. In an automatic governor, the combina tion with a rotative shaft, a pulley fixed thereon, a sliding or traversing cone having an interior ooned face, guide-pins whereby said cone is held to turn with said pulley, centripe= tal or counter springs su rrounding said guide pins, of a series of bearing-rollers arranged at intervals in the interior of said cone between the interior face thereof and the center of said pulley, suitable journal-bearings wherein the journals of said rollers run and provided with outwardly-extending stems, and suitable centrifugal weights on said stems and means for guiding the ends of said stems, of a contact cone-roller, a valve, and means for connecting said valve to said contact-roller whereby said valve will be operated to either open or close.

4. In an automatic governor, the combination with a rotative shaft centrifugal governor-weights and their centripetal or counter springs, and a traversing clutch operated by said weights, of'a cam loose on said shaft, a cam-roller, a valve, and means connected to said valve and carrying said cam-roller where by the said valve is operated to alternately close and to open when released by said cam when the latter is in engagement with its clutch.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

OTTIS HUGHES. 

